Car-brake



(No Model.)

G. F. BOND.

GAR BRAKE.

No. 268.610. Patented De 5, 1882,

WITNESSES: Q i

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UNITED STATES PATENT ()FFICE.

GEORGE F. BOND, OF TROY, NEW YORK.

C-AR-BRAKE.

SPECIFICATION forming part of Letters Patent No, 268,610, dated December 5, I882.

w Application filed September 15, 1882. (No model.)

gle-lever connected by means of an elbow-lever with a longitudinally-movable rod held on the bottom of the car and provided with a bumper-head at one end. The opposite car is provided with a vertically-adjustablebumperhead, and when the same is lowered and the cars are caused to bump together by checking the speed of the engine, the rod is moved longitudinally, the joint of the toggle-lever is pressed downward, and the brake-shoes are pressed against the wheels.

Reference is to be had to the accompanying drawing, forming a part of this specification, in which two cars provided with my improved brake are shown in longitudinal sectional elevation.

The brake-shoes A are pivoted to the lower ends of toggle-levers B, the upper ends of which are pivoted to each other, the pintle B passing through a vertical slot, 0,. in a guide plate orframe, O, projecting downward from the bottom. Near the brake-shoes a rod, D, is pivoted to each lever B, and the upper ends of the said rods are pivoted to the car-bottom.

An elbow or angle lever, E, is pivoted at its angle to a plate or frame, E, projectingdown ward from thecar-bottom, and the end of the lower arm of the said elbow-leverE is pivoted on the pintle B, and the end of the upper or vertical arm of the said elbow-lever is pivoted to a horizontally-movable rod, F, held on the car-bottom, and provided at one end projecting from the end of the car with a bufferhead, G. A spring, H, coiled around the rod F, presses the end provided with the head G from the end of thecar. The other end of the rod F is attached to one end of a chain, J, which is attached to a vertical brake-shaft,

K, of the usual construction. 011 the end pro-- vided with the brake-shaft K the car is provided with a vertically-sliding bar, L, to the lower end of which a rectangular head or buffer, M, is fastened, which projects from the end of the car. By means of the chain or rope N the sliding bar L is connected with a rope or chain, 0, runnipg along the roofs of all the cars. The rope N passes between the grooved pulleys P, over which the rope 0 also passes, so that it the rope O is drawn from either end of the train the rope or chain N can pass over one of thepulleys P,'the mechanism to be so arranged and the shoes so connected that the brakes on all wheelsthat is, both sides of the cars-will be applied at the same time.

The operation is as follows The rope O is' held taut, so that the bars L and the heads M thereon will be held raised, and the rope 0 is secured. in the locomotive-cab to remain taut. 1f the engineer wishes to apply the brakes, he releases the cord 0, upon which the bars L and the heads M slide downward. It, then, the speed of the locomotive is checked,the cars will bump against each other and the bumperheads M strike against the beads G of the rods F, which are moved in the direction of the arrow at. Thereby the pivotB will bepresseddownward by the elbow-lever E, and the levers B will press the brake-shoes A against the wheels and the brakes will be applied. As soon as the ca-rsare separated or the barsLand heads M are raised the springs H press the headed ends of the rods F outward again. The brakes can also be applied by winding the chains Jon the shafts K, as the rods F will be moved in the direction of the arrow at thereby, and this will be found to be of great service in shunting cars. The rope 0 can be released from either end of the train, but preferably is to be controlled by the engineer. When the train is in motion the heads can be lowered, so that if a train runs off the track or an axle breaks, &c., the brakes will be immediately applied automatically.

Having thus described my invention, I claim IOO and a sliding rod extending longitudinally through the car and beyond it, and provided with a buffer-head, said buffer-head adapted to be acted upon by a lowered bufferof theopposite car as the movement of the engine is checked.

2. In a car-brake, the combination, with the toggle-lever B, with its pintle B" moving in the slotted guide 0 a, of the brake-shoes A, attached to the ends of the same, theelbow-lever E, the rod F, and the pivoted rodsID, )ivoted to the bottom of the car and to the toggle-1ever B, substantially as herein shown and described, and for the. purpose set forth.

3. In acar-brake, the combination, with the toggle-lever B, with its pintle B moving in the slotted guide Oct. of the brake-shoes A, the elbow-lever E, the rod F, the rods D, pivoted to the bottom of the car and to the toggle-lever B, and the spring El, substantially as herein shown and described, and for the purpose set forth.

4:. In a car-brake, the combination, with the toggle-lever B, with its pintle B moving in the slotted guide O a, of the brake-shoes A, the elbow-lever E, the rodF, the spring H, the rods D', pivoted to the bottom of the car and to the toggle-lever B, and the-buft'er-head Gr, subwith a longitudinally-movable rod on the bottom of the car, combined with a vertically-adjustable buffer-head in the opposite car, substantially as described and set forth.

7. In a car-brake, the combination, with a toggle-lever carrying brake-shoes and connected by an elbow-lever with a longitudinallymovable rod on the bottom of the car, of a vertically-movable buffer-head on the opposite car, and a rope, chain, or rod runningalong the roofs of the cars and connected with the said vertically-movable buffer-head, substantially as herein shownand described, and forthe purpose set forth.

GEORGE F. BOND.

Witnesses:

DAVID M. BANKEN, R0121. HARVEY. 

